Vestibule closure for railway cars



March 9, 1937. E. DoDDs. JR 2,073,198

VESTIBULE CLOSURE FOR RAILWAY CARS Filed May 29, 1956 12 Sheets-Sheet l @Il Q Tg J J x y L x kk. E l

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March 9, 1937. l E. DoDDs. JR -2073198 VESTIBULE CLOSURE FOR RAILWAY CARS Filed May 29, 193s 12 sheets-sheet 2 March 9, 1937. E. l. Domusi JR' y 2,073,198

vEs'rIBuIJE- cLosUR'E FOR RAILWAY CARS'vr Filed u ay 29, 193e 12 sheets-sheet s 46 f i; :il

March 9, 1937. E. l. Dobbs, .l 2,073,198

VESTIBULE QLOSURE FOR RAILWAY VCARS Filed May 29, 1936 12 Sheets-Sheet 4 Muh 9, 1937.A E. l. DoDDs, JR 2,073,198

VESTIBULE CLOSURE FOVR RAILWAY CARS Filed M ay 29, 195e 12 sheets-sheet s 3ra/vento@ aww-9* Gwynne/n March 9, 1937. E. DoDDs. JR

VESTIBULE CLOSURE FOR RAILWAY CARS Filed May 29, 1936 l2 Sheets-Sheet 6 March 9, 1937. E. l. DoDDs. .JR 2,073,198

VESTIBUIJE cLosURE FOR RAILWAYv CARSI Filed nay 29, 19:56 12 sheeis-sheer 7 March 9, 1937. E. l. DoDDs. JR

VESTIBULE CLOSUHE FOR RAILWAY CARS Eiled May 29, 1936 12 sheets-sheet 8 March 9, 1937. E..|. DoDDs. JR

VESTIBULE CLOSURE FOR RAILWAY CARS Filed May 29, 1936 12 Sheets-Sheett 9 m m m rid March 9, 1937. E, l. DODDS, JR 2,073,198

VESTIBULE CLOSURE FOR RAILWAY CARS Filed May 29, 1936 l2 Sheets-Sheet l0 g2g/f March 9, 1937. DoDDs, JR

VESTIBULE CLOSURE FOR RAILWAY CARS Filed May 29, 1936 l2 Sheets-Sheet l1 March 9, 1937. E. l. DoDDs, .1R

VESTIBULE CLOSURE FOR RAILWAY CARS Filed May 29, 1936 12 Sheets-Sheet l2 resented Mer. s, i937 UNITED STATES PATENT oar-'ics animas vns'rranu; cLosUnn ron. asmwsv cans Ethan I. Dodds, Jr., Central Valley, N. Y., assigner to The NewYork Central Railroad Company, a corporation of New York Application May zo, 193s, serial Ne. sam

9 Claims.

with the outer contour of the car bodies and at the Sametime allowing all-requisite movements of the closure elements to compensate for .car end movements without undue wear and tear upon the closure elements while giving increased and adequate protection against the entrance of rain, snow, dirt and cinders into the vestibules or passageways between cars.

One ofthe most'important features of streamlining a passenger train is the-closing of openings between adjacent cars in vsuch a way asl to provide a :continuous flushexterior surface, leliminating all'proiectlons and pockets, to vreduce wind resistance a'nd produce an appearance of continuouscconstruction from end to end of the train. "In the case 'of an articulated train, where the ends of't'wo adjacent cars lare carried on the same truck, this does not present any yserious problem'jss therel'ative movements between car ends is limited and'it isv generally customary and suillcient practice to apply sheet rubber or other flexible material over the opening and `ilrrnly attached to -the ends 'ofthe car, relying upon the elasticity ofthe rubber or other fabric used to compensate for car movements on curves.

In the case of a non-articulated framing, closing the spaces between cars to'accomplish the desired results, represents a much more diillcult problem on account of the increased relativel 50 satisfactory service over an extended period due to the rapid deterioration of the fabric under the severe conditions. Some of the various closures whichV have -been used are of metal shield type requiring an objectionable amount of installation 5 space, or have been constructed with folds pre- Various methods of,

(Cl. 10S-8) senting an accordion appearance between cars, or have been constructed of elastic material ulring in its operation stretching beyond its el tlc limit, or have been made of contour curtains rei quiring a complex larrangement of pulleys, springs and guide rods preventing either a durable or a satisfactory type of streamline contour being obtained.

'I'he present invention provides a metal shieldand fabric type of closure construction which 10 The present lnven- 15 ,ence being had to the accompanying drawings,

Fig. 1 is a side elevation showing coupled cars of a passenger trainembodyin the invention.

Flg. 2 is a similar view on an enlarged scale of adjoining ends of two passenger cars embodying the invention.

Fig. 3 is an end elevation of a car showing lthe closure structure partially broken -away to expose certain normally concealed parts. Fig. 4 is a view similar to Fig. 3, on an enlarged Vs e, of a car end on one side of its longitudinal center showingin dotted lines the parts disposed between the\t rame members of the closure and concealed by the outer frame member.

Fig/5 is a central vertical section on the lino B-l of Fig. 4. y Fig. 6 is an enlarged central section through the upper portion of a car end, the closure frames and the upper central suspension stem,

Fig. 7 isa horizontal section on the line 1.1 of Fig. 4.

Fig. 8 isa horizontal section on such a plane as that indicated byline l-Q of Fig. 3 through two abutting car ends.

Fig. 9 is a horizontal section similar to Fig. 7 showing a wide end post construction.

Fig. 10 is a view similar to Fig. 'showingthe inventionas applied -to the stub endrof a car. f

Fig. 11 is a rear elevation of a ,portion of a tender showing the application of the invention thereto.

Fig. 12 is a central vertical section on line |2i2 of Fig. 11.

Fig. 13 is a view similar to Fig. 'l showing an extreme angular arrangement the closure frames may assume in a swiveling movement of car ends.

5 Fig. 14 is a horizontal section showing a modiiled construction of bottom center stem and side stems.

Figs. 15 and 16 are sections taken, respectively, on lines I5-I6 and I6-I 6 of Fig. 14.

Referring now more particularly to the drawings, I designates cars of a streamlined passenger `train each provided with a vestibuled end 2 having side doors 3, and each car also preferably having its side walls and doors provided with depending skirts 4 partially covering its running gear to give as far as possible a streamline surface to such portion of the car for reduction oi air resistance. 'I'he vestibuled ends 2 of the cars are further provided with buffer type closures 6 constructed in accordance with my invention, the closures at the ends of adjacent cars being arranged to abut to snugly close the openings therebetween so as to make the side and roof surfaces of all the cars of a train substantially continuous or flush from end to end of the train to give a streamline eiIect and pleasing appearance to the train as a whole and whereby air resistance to travel is still further reduced.

The outer end wall 6 at each end of the car includes posts 1 forming the sides of the passageway 8 leading to and from the vestibule space 9, and at the angle of intersection of the wall 6 with the roof I8 and sides II of the car is provided a flange-like projection I2 which is ilush with the roof and sides and extends a short distance outwardly beyond the wall 6 to form a recess I3 at the end of the car. Secured at spaced intervals to the flange I0 and adjacent portions of the wall 6 within this recess are cushioning pads or bumpers I4 of rubber or other suitable durable cushioning and sound deadening material. On the outer side faces of the outwardly projecting portions of the posts 'I are provided cushioning. wear sustaining and sound reducing blocks or pads I5.

Each end closure comprises an outer frame member I8 and an inner frame member I1, each of which is of generally similar outline form .and corresponding to the outline form of the end of the car. Each frame member I6 and I'I is generally of inverted U-shape and comprises a frame part proper embodying side posts or legs I8 connected at their upper ends by a cross rail portion I9. 'I'he outer frame member further com- 5,5 prises sill and lintel pieces 20 and 2| connecting the legs I8 at proper heights, inner post members 22 extending between 'the parts 20 and 2l, cross braces or guards 23 connecting the legs I8 and post 22 at different elevations, and a transom plate or piece 24 filling the space between the rail I9, adjacent portions of the legs IB and the lintel 2I. The parts 20, 2I and 22 of the frame member I6 form a passageway alining with the passageway 8 of the vestibule end. The similar parts of the frame members are of channeled formation and the channels of the frame member I6 face inwardly, while the channels of the frame member I1 face outwardly, the outer faces of the portions of the frame'member I6 of the closure on each car being arranged in a common plane to form an abutment surface for engagement with the abutment surface of the corresponding frame member of the closure on the end of an adjacent car when two cars are coupled together.

The outer frame member I6 is supported from the end of the car to take care of vertical oscillations, movements toward and from the end of the car to compensate 'for draft gear and buiilng actions, and angular swinging movements rela'- tive to the end of the car about a vertical center as an axis of motion to compensate for swiveling movements incident to travel of the car around curves, etc. To this end, the frame member I6 is supported from the car end 6 by a three-point suspension providing an upper central buffer stem or bolt 25 and a pair of lower buffer stems or bolts 26. 'Ihe upper buier stem or bolt 25 slidably engages a bearing member or housing 21 on the wall 6 above the passageway 8 and is provided at its outer end with a ball head 28 engaging a split bearing member 29 on the transom portion 24 of the frame member I6, a coiled compression spring 30 being arranged between the housing and bearing to normally hold the member I6 pressed away from the wall 6 and cooperating with the bolt or stem 25 in its sliding movements to permit the member 6 to have buffing movements toward and from the wall 6. A nut 3I-applied to the inner end of the stem or bolt limits its outward movement and prevents its displacement. The ball and socket connection 28 and 29 permits the section 6 to have a relstricted degree of movement in a vertical plane to take care of vertical oscillations and a wide degree of tilting motions vertically and laterally to compensate for other car motions. Each lower buiIer `stem or bolt 26 is slidably mounted for movement longitudinally of the car in .bearings on the platform casting 32 and adjacent parts of the car underframe and is coupled at its forward end to the sill piece 20 of the frame member I6, which forms a buffer face plate casting, by a pivot bolt 33. A nut 34 applied to the inner end oi' the bolt or stem limits its outward movement and a coiled compression spring 35 disposed about the bolt or stem between bearing parts normally holds the bolt or stem and the member I6 pressed outwardly a'nd permits elastic inward and outward movement of the bolt or stem and member I6 for cushioned builing actions. The three suspension members 25 and 26 so constructed and arranged also permit the member I6 to swing on the member 25 as a vertical axis of motion to adapt them to assume different angular positions between car ends to compensate for relative movements between ends of adjacent cars due to oifsets when taking curves and switches, as will be readily understood.

The frame member I6 is also supported at each side of its vertical center from the car end 6 by elastic suspensionA devices or hangers 36, each comprising a rod member 31 jointed or pivotally connected at its upper end, as at 38, to the wall 6 and slidably and pivotally engaged at its lower or free end by a yoke member 39. The yoke members 39 of the suspension devices are fitted in the channels of the posts 22 of the frame member' I6 and coupled at their lower ends by bolts 40 to the sill or buier casting piece 20. The lower ends of the rods 31 are provided with nuts 4I engaging abutments 42 slidable on the yokes and between which and the upper ends of the yokes are arranged compression springs 43 elastically connecting the rods and yokes for relatively sliding'movements. The devices 36 assist in sustaining the weight of the frame member and closure 5 as a whole and to rlieve the suspension members from the support ofv an undue amount of such weight and to prevent possible binding movements thereof, while not interposing any restrictions to the bufling and car motion compensating movements of the closure.

The inner closure frame member I 1 is a 5 frame member, i. e., is supported wholly by frame member Ii'and not in any mannenexcept through the member I 6, from the car. `E[t,ftlie member I1, is yieldingly supported at eachside by counterbalancing and suspension devices- 44v lo extending at an inward "and downward-or ,div agonal angle` between the legs Il of Asaid frame these suspension devices 44 is supplementedxby the torsional resistance of full elliptical springsA 48, ve in number, two at each side at different` go elevations between the frame legs I8 and vone at the top centrally of and between the transoms- The opposed leaves o.

24 of the frame members. of these springs are fixed to the frame members I 8 and I1 within the channels of thelegs and 25 said springs serve as bufling springs to normally hold the frame members I6 and I1 expandedorrm spread apart and to allow collapsing movement of the section I6 toward the section I1 and relao Any over stress of. the weight of the section I1on tive angular movements of said sections.

the springs 48 is prevented wholly orin part by the suspension devices 44 so as to ensure freedom of movement of the springs 48 and to avoid any binding action thereof. In-addition, outwardly and downwardly angled or diagonally arranged stabilizers 49 Aconnect the posts 22 of the frame member I6 with the legs I8 of the frame member I1. Each of these stabilizers comprises a cylinder 50 pivoted to the frame member I6 and a rod 5I pivoted at one end to the frame member I1, the opposite end ofthe rod being xed to a piston 52 movable in the cylinder and acted upon by a compression spring 53 which allows elastic elongation and contraction of the stabilizer to a specified degree. 'I'he stabilizers further assist in supporting the frame member I1 from the frame member I6 and counteract any tendency to independent side-sway or lateral vibration of the frame member under violent side swaying movements of the cars.

The space between the outer and inner frame members at the top and sides thereof is closed by a cover sheet 54 of some suitable durable elastic fabric material, which is normally held taut by the pressure of the springs in the normal or spread condition of the frame members IB and I'I, this elastic covering serving to provide a closure for the openings which is substantially ilush with the roof and side walls of the car and thus, when the closures of two coupled cars are in abutting relation; will maintain a continuity of surfaces and close the gap between the ends of the car. These flexible coverings also, to a vary large extent, exclude rain, snow, cinders and dust from getting access to the spaces between the closures and car ends and finding their way through the passageways 8 into the vestlbules and passenger compartments of the car, while at the same time allowing free and unimpeded movement of the frame members I6 and I1 in their car motion compensating movements with relation to each other. The surfaces of the frame member I1 and the portions I8 and-I9 of the frame members I5 are adapted in their moveu and ls in their relative inward and oumra y movements to reduce wear and tear by rubbing contact between the surfaces, to further. assist in preventing entrance' of rain, snow, cinderadust and other foreign particles and'to prevent noises' which would'otherwise arise as a result of channg contact of the parts with one another. In order to further close the openings between the abutting lclosure' members at the adjacent ends of coupled cars,curtains 55 of a suitable durable and flexible material are provided to close the .spaces at the sides of the passageway between the adjacent thresholds of the passenger spaces l, each curJ tain being mounted to wind upon and unwind from' a spring roll 55 and provided at its free edge with a retaining ring or like holding device l 51. The arrangement is such that the roll 56 of one curtain is mounted in bearings upon the post 1 at one side of the passageway 8 of one car, while the curtain roll 55 of the other curtain is mounted upon the post 1 at the opposite side of the passageway 8 of the other car, and

retaining hooks 58 are pxiovided upon a remaining post I1 for engagement of the retaining rings 51 therewith whereby the curtains may be "held withdrawn from the spring rolls to close the spaces at the sides ofthe passageways bevtween the adjacent cars across the post 22 of the outer frame members I1 of the respective closures.

`By `this construction and arrangement it will beseen that these spaces will be completely closed injury to or disruptive strain upon the curtains.

In order to maintain the streamline surfacing of the closures 5 below the floor level of thetcars the legs I8 of the frame members are prolonged or extended below the sill pieces 20, as at 55, to the level of the lower edges of the skirts 4 so that all vertical surfaces of the closure members will lie ush with the side walls and their skirts vbetween the ends of .the cars. This construction is permitted by the use upon the cars, in conjunction with automatically closing draft couplers 60, of automatic tight lock coupling and uncoupling uid line couplers BI, which obviate the necessityof leaving the spaces closed bythe leg extensions 59 partially or wholly open in order that hand uncoupling levers or' devices may be and that this arrangement throughout all the carsv of a train will produce a pleasing streamline conformation and appearance from end to end o of the train. These closures 5 also are of compact type and readily ilt within the conventional space and are relatively movable for cushioned bufdng actions to compensate for endwise movements allowed by couplers, as well as vertical u ments to engage the cushioning pads or blocksoscillations and such angularities of movement,

without clashing or binding, as are necessary to compensate for offsets and all other relative movements of the cars in taking curves, switches, etc. In such movements the flexible cover sections 54 may fold and straighten, out and the curtains 55 may wind and unwind to keep exposed portions covered without undue wear and tear upon these parts. The closure structures in addition to closing the gaps between cars to give a continuous streamline contour throughout the lengthof the train also serve to exclude rain, snow, cinders and dust, whereby the vestibules are kept in a more cleanly condition and greater comfort and convenience to passengers ensured. Furthermore, as the closuresare formed of telescoping frame members which are yieldingly supported relative to the car and to each other and accurately guided, cushioned controlled in their yielding movements liability of jamming and injury to the parts is avoided and an easy working action of the same secured.

The bufiing or abutment surfaces of the frame members I6 and Il are adapted, as stated, to contact with the rubber or other resilient or flexible buffers I4 and l5 in order to reduce wear and prevent clashing or binding contact of the parts producing any objectionable noise. In a buftlng movement, the frame section 22 moves inwardly until the frame member I'l engages the end Wall 6, whereby further inward movement of the section I1 is prevented, after which the section I6 may continue to move inwardly against the resistance of the elliptical cushioning springs, the rubber or other fabric covering 54 folding and remaining in this position until normal conditions are restored and the pressure on the springs is relieved by separation of the frame member Il from contact with the car end and by outward movement of the frame section I6, the curtains winding and unwinding in these movements. In this operation, the fabric covings and curtains are not subjected to any stretching or tension except that due to slight initial pressure exerted by the elliptical springs in maintaining the fabric taut under all conditions of normal main line operation. When the closure frames swing and shift to an angular position with relation to the car ends, as when the 'cars are rounding a curve, the fabric covering at one side is folded whilethat at the opposite side may be extended or stretched to some degree in an extreme extent of movement, but not to an excessive degree; orlbeyond its elastic strength, and hence durability lof the fabric coverings is ensured, while at the same time a streamline arrangement of the fabric coverings is maintained under all normal conditions. The capability of the support in expanding and contracting and at thesame time swinging to different angular positions ensures ease of motion of the parts of the closure to accommodate all car movements without throwing excessive strain upon any of the parts of the closure.

If desired, a center stem 62, either ilxedly or yieldingly mounted, may be provided upon the buffer plate casting 32 and car underframe for coaction with the sill piece or buffer ,face plate casting 20 of the frame member I6 to form a lower pivotal connection between the closure and car end on which the closure may swing laterally as a bottom fulcrum support, the upper portion of the closure swinging on the ball and socket connection 28-29 of the stem 25 as an upper fulcrum support arranged in verticali alinement with the stem 62. The stem 62 has an outer rounded end 63 to seat within a pocket or recess B4 in the buffer face plate 20 of the frame member I 6, through which engagement a pivotal connection is furnished and this engagement may be to a suflicienti degree to adapt the stem 62 to serve as an added support sustaining member. As shown in Figs. 14, 15, and 16, the llower buffer stems 26' instead of being connected at their outer ends to the plate casting 20, as in the case of the buffer stems 26 previously described, may be provided with ball heads 65 engaging sockets 6B on the plate casting 20, and the stem 62' may be provided with a spherical end 63 to seat within a correspondingly shaped recess G4 in the plate casting 20, to secure greater freedom of action of the frame member I6, without liability of binding, at these points.

The foregoing description applies to the construction of the closure per se and mode of mounting the same on the vestibuled ends of cars, and particularly those having vestibules of narrow post type, i. e., in which the posts 'l are spaced to form a narrow passageway 8. Suitable changes in the structure, of course, are or may be made in applying the closure to cars having vestibules of wide post type, i. e., spaced a greater distance apart than those of narrowpost type. Fig. 9 shows a modification designed for a vestibuie end of wide post type, in which l' represents one of the posts, 8 the passageway, 9' the vestibule space, and I6' and l'l respectively the frame members of the closure. In this construction the posts 22 of the frame member I6', and the corresponding posts (not shown) of the frame member are spaced a distance apart to suit the spacing of the posts l and each -post I has attached thereto an outwardly extending guide plate 61 which is adapted to be overlapped by a guide extension 68 from the post 22' of the frame member I 6. The end of the plate 61 which is fastened to the post 'I' is formed to provide with an angle plate 69 a housing for the curtain roll 56 mounted in bearings on the post body 1. This angle plate forms a door for the housing which is hinged on the post, as at 10, to swing open and closed to permit accessA to the roll when desired and to form a closure flush when in closed position with the guide plate $1. The hinged end of the plate 69 carries a cam member 1| engageable with a leaf spring 12 on the post to frictionally hold or lock the plate 69 in either its opened or closed position and against accidentally opening when in closed position. The curtain 55 here is adapted when drawn out to move in guided contact with the extension plateBl.

I n the application of the invention as shown in Fig. 10 to the stub end of a car, such as a combination baggage and passenger ca la, the general construction of the parts may be the same as that previously described except with regard to the omission of curtains and such changes in details as are necessary to mount the closure upon the blind end wall 5a. In Fig. 10, |6a is the outer frame member and Ha the inner frame member, both of which are the same in generalconstruction as the frame members I6 and I'I except that the openings between the legs of the frame-member `Ia may be wholly or partially closed by cover sheetsy 13. On the frame member at each side of thecar I6a may be 'provided a step 14 and one or.more hand gripsJS to takethe place' of those usually provided on the end wall. The buffer stems 425' and 26 in this construction pass" through wear plates 89 at the points where they pass through the platform casting and have heads il engaging seats in the wear plates. :Between the seat 88 and nuts il at the outer end of each stem is a spring 3l'- to supplement the cushioning action of spring 3l or spring 35 as 5 the case `may be and to minimize rattling at this point. f

In the application of the invention to the rear end of the locomotive tender, as shown in Fig. 11, the tender 'la is provided with a false end wall l 16 beyond the rear wall proper 6b, and the outer i'rame member |617 of the closure carrying the inner frame member I1b is supported at its upper end from this i'alse wall 16 by the suspension devices 38 and the top center stem 25 as prel5 viousiy described, but in place of the use of the sliding lower buier stems 2B spring buffers 26a are employed. Each of these consists of a cylinder 11 xed to the buner beam 18, a hollow plunger 19 movable in the cylinder and a coiled com- 20 pression spring 80 arranged in the cylinder and plunger and operating to cushion the inward movements of the latter, the plunger being pivted to the sill or buffer plate `20b loi. the frame member I 8b. The plate 20h carries a step plate sectionY 8| slidable under a coacting step plate section 82 at the lower end of a riseruniting it to the foot plate 83 leading'to the ladder 8l. The frame member lib hereabuts against the similaa` frame member on the stub or blind end of the iirst or following car of the train, as will be readily understood, to close the gap therebetween.

The frame member lib may be,provide d with a' step 14 and one or more hand grips 15 as in the construction shown in Fig. 10. The butler castings 2li may be provided under their tread plate -or noor portions with L-shaped face plates 81 bolted thereto and which carry the pivot brackets or bearings for the outer ends oi' the butl'er stems 26. These parts are removable 40 to allow ready removal ofthe buiIer stems. Contact lugs 88 may be provided on the buffer castings to limit the inward travel of the frame members I6 and obviate any liability of crushing frail parts under compression in extreme buiilng ac- 45 tions.

'I'he ball Iioint of the upper buil'er center stem 2l is designed to permit the buffer closure to swivel and move back and forth without rattling and topermit worn parts to be readily removed. As shown its bearing 2l is iltted in a housing 9i secured to thei'rame member i8, which housing has an opening through which the center stem and bail Joint bushing or bearing 25 may be removed upon removal of a detachable cap 92 normallyclosing said opening. l

From the foregoing description, taken in con- 'nection with the accompanying drawings, the construction of my improved car and diaphragm or closure for the openings between the ends of cars will be readily understood and its advantages appreciated without a further and extended description. While the constructions shown are preferred, it will, of course, be understood that changes in the construction, form and proportions of the parts may be made within the scope ot the appended claims without departing from the spirit or sacrincing anyl of the advantages of the invention.

What I claim iszf 1. A car end diaphragm or closure for the space between adjacent ends of coupled cars comprising outer and inner inverted U-shaped diaphragm sections, means for supporting the outer section on the car for pivotal movements 75 on a central vertical axis and for buillng movementsv toward and from the car, means for cushioning the buiiing movements oi' said outer section. and supporting and buinng means yield-v ably supporting the inner section from the outer section.

2. Acar ,end diaphragm or closure for the space between adjacent ends of coupled cars comprising outer and inner sections, means for yieldi ably suspending the outer section from the car, means for supporting the outer section from the car for pivotal movements on a central vertical axis and for buiiing movements toward and from the car, means for cushioning the buning movements of said outer section, and supporting and bumng means yieldably supporting the y inner section from the outer section.

3. A-car end diaphragm or closure for the space between adjacent ends of coupled cars comprising outer and' inner inverted U-shaped diaphragm sections, means arranged centrally' at the top of the outer section and on opposite sides of the vertical center of said outer section for supporting the outer section on the car for pivotal movements on acentral vertical axis and for bumng movements toward and from the car, means for cushioning the bufiing movements of said outer section, and supporting and buinng means yieldably vsupporting the inner section i'rom the outer section.

4. A car end diaphragm or closure for the space between adjacent ends of coupled cars comcomprising outer and inner inverted U-shaped diaphragm sections, means for supporting the outer section on the car for pivotal movements on a central vertical axis and for buiiing movements toward and from the car, means for cushioning the bumng movements loi! said outer section, spring means supporting the inner section from the outer section and adapted to permit elastic collapsing and expanding movements between said sections, and stabilizers connecting the inner section with the outer frame to elastically restrict independent play oi' the inner section from the outer section.

6. A car end diaphragm or closure for the space between adjacent ends of coupled cars comprising outer and inner inverted U-shaped diaphragm sections, means for supporting the outer section on the car for pivotal movements on a central vertical axis and for buiilng movements toward and from the car, means tot cushioning the buiiing movements of said outer section,

spring means supporting the inner section from the outer 'section and adapted to permit elastic space between adjacent ends of coupled cars diaphragm sections, means yieldingly suspending the outer section from the car, means for supporting the outer section on the car for pivotal movements on a central vertical axis and for' bumng movements toward and from the car, means for cushioning the bumng movements of said outer section, spring means supporting the inner section from the outer ,section and adapted to permit elastic collapsing and expanding movements between said sections, elastic suspension connections between said sections to partly relieve the elastic means from the load weight of the inner section, and stabilizers connecting the inner section with the outer frame to elastically restrict independent play of the inner section from the outer section.

8. A car end diaphragm or closure for the space between adjacent ends of coupled cars comprising outer and inner collapsible sections each formed of an inverted U-shaped channeled frame, the frames having their channels facing each other, and the frame of the outer section being provided with posts forming the sides of a passageway, means for yieldingly suspending the outer section from the ear end, means for supporting the outer section from the car end ior pivotal movements on a central vertical axis and for cushioned hurlingv movements toward and from the car, spring means yieldably supporting the inner section from the outer section, and means connecting the inner section with the outerl section for assisting s aid spring means in sustaining the vertical load weight of the'inner section.

9.7A car end diaphragm or closure for the space between adjacent ends of coupled cars comprising outer and inner collapsible sections each formed of an inverted U-shaped channeled frame, the frames having their .channels facing each other, and the frame of the outer section being provided with posts forming the sides of a passageway, means for supporting the outer section from the car end for pivotal movements on a central vertical axis and for cushioned buftlng movements toward and from the car, spring means yieldably supporting the inner section from the outer section, means connecting the inner section with the outer section for assisting said spring means in sustaining the vertical load weight oir the inner section, and stabilizing means connecting the inner section with the outer section for limiting the play of the inner section under car vibrations with respect to the outer section.

ETHANI. DODDS, Jn. 

